Carriers forced to seek alternatives as capacity crunch at Colombo Port tightens
Terminal capacity pressure building in Sri Lanka’s Colombo port, linked to the Red Sea-linked transhipment ...
XPO: MEXICAN WAVEXPO: TALKING TURKEYDSV: SCHENKER BOOST ERODINGPLD: EARNINGS DAY JBHT: IN PRIOR CYCLES JBHT: CONF CALL QUESTION TIMEJBHT: BNSF LOGISTICS INTEGRATION JBHT: INTERMODAL 'SEASONALITY' JBHT: PRESSURE ON SALES JBHT: CEO SIMPSON REMARKSJBHT: CONF CALL WITH SELL-SIDE STARTINGJBHT: HERE COMES THE PAINJBHT: EARNINGS DAYGXO: WINCANTON LOSSESR: ALL RISE
XPO: MEXICAN WAVEXPO: TALKING TURKEYDSV: SCHENKER BOOST ERODINGPLD: EARNINGS DAY JBHT: IN PRIOR CYCLES JBHT: CONF CALL QUESTION TIMEJBHT: BNSF LOGISTICS INTEGRATION JBHT: INTERMODAL 'SEASONALITY' JBHT: PRESSURE ON SALES JBHT: CEO SIMPSON REMARKSJBHT: CONF CALL WITH SELL-SIDE STARTINGJBHT: HERE COMES THE PAINJBHT: EARNINGS DAYGXO: WINCANTON LOSSESR: ALL RISE
China’s “one belt, one road” (OBOR) initiative has lots of ramifications for the transport and logistics industries. Some good, some bad, depending on your perspective. This view, published on the Project Syndicate opinion pages and authored by Brahma Chellaney, professor of strategic studies at the New Delhi-based Centre for Policy Research, argues that China is using the huge infrastructure investment that OBOR requires as a means to enhance its strategic and commercial objectives across a series of smaller nations. The “white elephant” ports of Hambantota in Sri Lanka and Gwadar in Pakistan, which have been almost completely absent of cargo since they opened, are two noted cases in point. “The projects that China is supporting are often intended not to support the local economy, but to facilitate Chinese access to natural resources, or to open the market for low-cost and shoddy Chinese goods. In a sense, it is even better for China that the projects don’t do well. After all, the heavier the debt burden on smaller countries, the greater China’s own leverage becomes.”
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